Control mechanism



May 6, 1930. c. J. KLEIN ,CONTROL MEcHANIsM Filed May 15, 1928 4Sheets-Sheet lNvENToR May 6, 1930. c. J. KLEIN CONTROL MEGHANISM FiledMay 15, 19284 4 Sheets-Sheet May 6, 1930. Q 1 K| E|N 1,757,773

CQNTROL MECHANISM Filed May 15. 1928 4-SheetsSheet 3 w N 1 W N u Q N N nd 'O NWS] l N t /l |i| i i 7.

el A N Q I l QA I I Q D q Q k INVENTOR I May 6, 1930. c. J. KLEIN1,757,773

coNTRoL MECHANISM Filed May 15, 1928 4 Sheets-Sheet 4 INVENToR PatentedMay 6, 1930 [UNITED STATES vCLARENCE J'. KLEIN, OF IBI-ELI.EVII'IE,4PENNSYLVANIA, ASSIGANOB '.'IO` 'UNITED ENGI- NEERING FOUNDRY COMPANY, OFPITTSBURGH, PENNSYLVANIA, A. COBPOBA-- TION 0F PENNSYLVANIA PATENTOFFICE coN'rnor. irncnamsu Appiieauon mei-nay 15,1928. serial mi.277,976.

The present invention relates broadly toY ing operation. Most of thecoils in use at thepresent time areof the well-known collapsible typehaving a limited rotational movement with respect to the driving shaft,as well 1111` derstool in the' art, the construction being such that theinertia of the coiled mass car ries the saine suiciently in advance ofthe driving mechanism upon stoppage of such mechanism as'to insurecollapsing of the reel to facilitate stripping. Y

The present invention is not concerned with the .construction of thereel, it being adapted for use with any reel `of the general typereferred to, as will be more apparent-as the operation of the controlmechanism ,becomes better understood. In the accompanying drawings Ihave shown by way of illustration only, a; c'ertain preferred embodimentof my invention. Changes in the construction and arrangement of theparts, in the type' and construction of the reel, and vin the type andmanner of operation ofthe various switches, circuits and controloperation may be made'without fleparting from the spirit of theinvention-or the scope of my broader claims y In the-drawings:-

Figure 1 1s a side elevation of a control mechanism constructed inaccordance with the present invention.

Figure 2 1s a top plan view of the mechanism of Figure 1, the housingcover for the gears being removed for purposes ofillustration.

Figure 3 is a longitudinal sectional view through a portion of thedriving mechanism.

Fi re 4 is a sectional view on the line IV V of Figure 1, looking intheA direction of the arrows.

Figure 5 is a detail elevational view, on an enlarged scale, of aportion of the adjustable driving mechanism. 'l

Figure 6 is a diagrammatic layout of the control mechanism, and

' Figure 7 is a side elevational view of a portion of such mechanism. l

The control mechanismherein illustrated comprises a suitable base 2,having mounted.

thereon a'driving motor 3, effective through the gear train y rounding areel rivingsha t 6, and mountedA as clearly. indicated in Figure 3 ofthe ,drawf ings.r

Secured to the sleeve for rotation ,therewith is a cone clutch member 7within which isK disposed a similarly shaped combined clutch and brakingmember 8. nThe combined clutch and braking member is splined to thereduced end 9 ofthe shaft 6, in such manner as to rotate `therewithwhile permitting movement axially thereof. The .member 8 is faced onlopposite sides thereof, ythe facing 10 being provided for engagementwith the clutchv 7,

' while the facing'l]` is provided for engagement with a stationarilymounted brake mem-` ber 12,-carriedbyfthe frame 13, ofthe machine, whichin turn is securedlto the base..

The shaft 6 is provided beyond the reduced portion 9fwith an extensionA14, around which is positioned a compression s ring 15, guided at itsinner end by the -re uced portion9 which it surrounds, asI clearlyindicated in Figure 3, and abutting at this end against a collar` 16 onthe member 8.; At its opposite end itv abuts against a follower.` 17,held in A adjusted position-by nuts 18. Itl will be ap.-

parent that this construction is such that the spring 15` is normallyeffective for urging' members -7 and 8 into driving relationship so thatthe motor 3 will effect rotation of the shaft 6. This shaft at its outerend carriesa suitable reel 19, indicated inv broken lines, and of anytype having a 'relative movement with respect. to the shaftforaccomplishing collapsing thereof in the manner referred to when theshaft is stopped.

4 Also carried by the frame 13 is a pivot 20,

on which is mounted `a lever 21. At an intermediate point in its length,the lever is pro, A

l for drivin a sleeve 5, sur-y vided with projections 22, extending intoa oove 23, in the collar 16. The lower end of the lever 21 has a pivotalconnection 24, with a piston rod 25, in the cylinder 26. The cylinder 26has communicating therewith a pressure supply line`27, leading to alcont-rol valve 28, as indicated in Figures 2 and 6. Upon the supply offluid under pressure through the line 27, it will be apparent that thepiston is -moved tothe right, as viewed in Figure 1 of the drawings,thereby rocking the lever 21 'in a counter-clockwise direction about thepivot 20. This moves the collar 16 to the right, as viewed 'in Figure 3of the drawings, thereby compressing the spring 15 and moving thecombined clutch and brake member 8 in such manner as to bring thesurface 11 into contact with the brake 12, to

, stop rotation of the shaft 6. It will be apparent thatthis movement ofthe member 8 automatically eifectsv disengagement thereof from theclutch 7, so that theV driving in iuence of the motor 3 is no longertransmitted by thesleeve 5` tothe shaft 6. Upon Veither decreasing theeirective action of the spring 15, yor increasingY its eiciency. This,enables the frictional drive to Vbe carefully and accurately adjusted.

When the ldriving mechanism is stop ed, it

is desirable for the reasons herein efore 'pointed out, to stop the sameat al predeterminedpoint so as to insure positioning of the reel in amanner to'acilitate entry `of the leading end of the oncoming materialto be coiled.. For obtaining the desired action in t this; respect, Iprovide theextension 14, as

indicated diagrammatically in Figure 6, with a spring arm`32 ofgenerally U-shape.l One end of the U is secured to the extension 14,`

and the opposite end carries a' projection 33,

.ada ted to he engaged at will with any one of t e slots 34 intheperiphery of a driving .disk 35. The disk 35 is secured to a shaft36, on which is mounted a rotating contactor 37 The main body of thiscontactor, as indicated Ain Figure7 of the drawings, is ofnon-conducting material, electrically, but is provided with a conductingsegment 38 at one point in its periphery. This segment once in eachrevolution of the contactor passes under the free "ends of brushes 38.One of these brushes hasa connection 39, with a line wire L constitutingone side of a source of electrical energy, the other brush having acon-V i nection 40 to the terminal 41 of a stop-switch 42. The terminal43 of the stop-switch has a connection 44 to a terminal 45 of a solenoid46. lThe other terminal 47 of this solenoid has a connection 48.toline'wire L constituting the other side of a source of-electricalenergy.` With this construction, it will be apparent that upon closingthe stop-switchA `42, a potential circuit will be completed with thesolenoid 46, which circuit is energized,

how-even` only when the segment 38 of the contactor v37 passes underboth of the brushes 38.

This is true`for the reason that the brushes 38 are in series in thecircuit of thesolenoid 46 with the stop-switch, thereby requiringsimultaneous closing both of the stop-switch andof thecircuit includingthe brushes 38 before the solenoid 46 will le'energized.`

Upon completion -of thesolenoid circuit, this solenoid, which may bedesignated the stop solenoid, will move the piston 49 in the controlvalve 28 to the left, as viewed in Fig-` ure'6, thereby bringing thepressure supply line 50 into communication around the is` ton with theline 27 to suppl actuating -uid to the brake cylinder 26. his will inturn disengage the members 7 and 8 as described, x

and causethe members 8 and 12 to engage. By-.properly adjusting therelationship between the disk 3 5 and the extension 14 through themedium of the projection 33 and the slots 34, the exact point 'ofstoppage'of the driving mechanism may be controlled.`

In orde` to eiect an emergency stop 'of the apparatus instantly, `incase vsuch an opera- I tion is required, there is rovided an emergencystop-switch 51,` havingits terminal 52 provided with a connection 53leading to the line wire L, and 4having-its--terminaL54 provided with aconnection `5,5,le`ading to the connection'44. Itw'ill'be apparent thatthis switch when closed is eiective for short-circuiting the portion `ofthe circuit including =the limit switchbru'shes 38?, thereby enabling.the stop solenoid 46 to be energized instantly by themere act ofclosing the emergency stop-switch 51.

In order to effect such a movement of the piston "49 in the valve casing28, as will exhaust the line 27, there is provided a rotating switch 56,having its terminal 57 provided 4with a connection 58, to the line wireL, and its terminal 59 provided with a connection 60 to one terminal 61of the rotating solenoid 62. The other terminal 63 of this solenoid hasa connection 64 to the wire 48 connected to the line wire L.

Thus, upon closing the rotating' switch 56, v

the solenoid 62 will be energized, and the piston 49 moved into theposition indicated in dotted lines in Figure 6. In this position, theline 27 will be open to exhaust, and the line 50 will be cut. off fromsupplying any iiuid. With the parts in this position, the spring 15 willmove the members 7 and 8 into engagement for effecting a drivingoperation of the shaft 6 and the reel carried thereby.

' It will be apparent'from the foregoing that I have provided a'combinedcontrol and driving mechanism, including a member movable in oppositedirections, for effecting a driving engagement upon movement in onedirection, and braking engagement upon movement in the oppositedirection. I also provide an adjustment whereby the efficiency of thefrictional drive connection may be Varied at will.

The character of the operation of the combined clutch and braking memberis controlled normally by separate switches actuating a solenoidcontrolled valve, the system including means for eifectingan emergencystop at any time. Under normal conditions,

the circuit includes a limit switch insuring stoppage at a predeterminedposition. The limit switch and mechanism are adjust-ably interconnectedwhereby this relationship can be varied, as may be found necessary ordesirable.

1. The combination with a reel` driving shaft, of means for driving saidshaft, means for checking the rotation of said shaft, means operable atwill for stopping said shaft at any time, and other means effective forstopping said shaft only in predetermined position.

2. A contri mechanism, including a shaft, shaft driving means, shaftbraking means, a limit switch operable in timed relation with saidshaft, and means for adjusting the relationship between said shaft andsaid limit switch.

3. A control mechanism, including a shaft, shaft driving means, shaftbraking means, a limit switch operable in timed relation with saidshaft, means for adjusting the relationship between said shaft and saidlimit switch, and means in circuit with said limit switch for manuallyclosing the circuit thereto and effecting operation of said brakingmeans.

4. In a control mechanism), a brake, a

A clutch, a limit switch rotatable in timed relation to said clutch, andsolenoid operated control means for said clutch and brake.

5. The combination with a reel, of driving mechanism, braking mechanism,means for' rendering said braking mechanism effective at any time, andother means operative for rendering said braking. means effective onlyat predetermined times. n

In testimony whereof I have hereunto set my hand.

CLARENCE J. KLEIN.

